Automatic railway safety-gate.



No. 743,221. A PATENTED NOV. '3, 1903;

. H. E. BARTLETT. AUToMATIc RAILWAY SAFETY GATE.

'APPLIOATION FILED 0033.20, 1902. 10 MODEL. 2 SHEETS-SHEET 1.

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No. 743,221. PATENTED NOV. 3, 1903.-

-H. E. BARTLETT. AUTOMATIC RAILWAY SAFETY GATE.

. APPLICATION FILED 0073.20, 1902. N0 MODEL. 2 SHEETS-SHEBT'Z.

UNITED STATES Fatented November 3, 1903i.

PAT NT OFFICE.

HENRY E. BARTLETT, .OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO FREDERICK W. FRANCE, OF CHICAGO, ILLINOIS.

AUTOMATIC RAILWAY SAFETY-GATE.

SPECIFIGATION forming part of mtters Patent No. 743,221, dated November 3, 1903.

Application filed October 20, 1902.

To 01/ whom it may concern.-

Be it known that I, HENRY E. BARTLETT, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Automatic Railway Safety- Gates, of which the following is a specification.

The objects of the invention are to construct a railway safety-gate in which fluid-pressure realized from the passage of the trains over the track operates to raise the gate at the crossing before the train leaves the crossing; to furnish a pump for producing fluid-pressure, such as compressed air, to be stored for lowering the gate and have the pump worked as the train passes over the trackway; to enable the passage of the train to automatically admit fluid-pressure to lower the gate before the train reaches the crossing; to prevent a too quick releasing or venting of the pressure by which the gate is carried down, so as to have the pressure hold the gate down until the train reaches the crossing; to improve the construction and arrangement by which the pressure is released or Vented to actuate the appliance for carrying the gate down, and to improve generally the construction and operation of the mechanism as a whole by which the gate is actuated.

The invention consists in the features of construction and combination of parts hereinafter described and claimed.

In the drawings, Figure 1 is a top or plan View of a railway-track, showing an arrangement of the mechanism of the invention for actuating the gate, the rails of the track being broken out, as is also the supply-pipe from the reservoir to the releasing device for the fluidpressure; Fig. 2, a side elevation of the parts as in Fig. 1, showing the gate down, Fig. 1 showing the gate raised; Fig. 3, a detail, partly in section, showing the sliding head for operating the piston of the pump, the pump cylinder and piston, the inlet with the valve controlling the same, and the outlet-pipe with a check-valve therein; Fig. 4, an end elevation of the pump and the slidable head or plunger for operating the piston of the pump and showing a track-rail in section and the discharge-pipe for the pressure Serial No. 128,062. (No model.)

also in section; Fig. 5, a detail of the triparm, rock-shaft, and wheel for releasing or venting the pressure to actuate the gate with the rail of the track in section; Fig. 6, a de- 5 tail showing a face view of the Wheel on the rock-shaft moved by the trip-arm, showing also the cylinder and piston controlling the return of the wheel with the cylinder partly in section; Fig. 7, a side elevation of the triparm; Fig. 8, a side elevation of the sleeve or socket on the rockshaft cooperating with the trip-arm to turn the shaft; Fig. 9, a plan view, partly in section, of the pressure-supply head and the controlling-valves for ad- 6 mitting pressure to the cylinder by which the gate is carried down; and Fig. 10, an .end view of the cylinder of Fig. 6.

The pump for creating the fluid-pressure in the form of compressed air is located adjac'ent to one of the rails of the track and at a sufficient distance away from the gate to be operated to enable the pressure as it is released from the storage cylinder or reservoir to operate and cause the gate to descend. The pump is constructed with a base-plate A, having at each end uprights or standards A, each upright orstandard having on its inner face a guide-rib aand each upright or standard having crosswise through its body holes a for the passage of bolts a by means of which the base-plate and standards are attached to the web of the rail, as shown in Fig. 4:, and in order to strengthen and sustain the attaching-bolts the space between the head and base of the rail and the web of the rail and the face of the standard around the bolts has therein a filling a of any suitable material. The base-plate A is located centrally across the top of the pump-cylinder, and above the base-plate,in the space between the standards or uprights, is a head or plunger B, grooved at each end for the grooves to receive the guide-ribs a and hold the head or plunger free to rise and fallvertically between the uprights or standards, and, as shown, the top or upper face Z) of the head or plunger is on acurve or circle for the easy riding or passage of the wheels of the engine. The piston C of the compression-pump is carried bya stem 0, the I00 end of which is engaged by or contacts with the head or plunger, so that with the descent of the head or plunger the piston will be forced down within the pump-cylinder, and, as shown, the head or plunger and the piston operated therefrom are returned to normal position by the action of a spring a, the lower end of which rests upon the upper face of the base-plate and the upper end of which in the construction shown enters a hole I) in the under side of the head or plunger, into which hole the piston-rod 0 also enters. The pump is constructed with a cylinder D, having a chamber D, in which is located the piston O, and the bottom of the pump-cylinder has a portor opening d, controlled by a loose valve d, which, as shown, is held against a too far upward movement by stop-pins d projecting from the under side of the'valve through the port or opening (1 to limit the upward movement or opening of the valve. The port. or opening dis controlled as to the admission and non-admission of air therethrough by a cap or cover E, having, as shown ,a semispherical formation,with aflat end face to fit tightly against the under face of the bottom of the cylinder when it is desired to close the port or opening d against the admission of air, and for the admission of air the cap or coverE is withdrawn from contact with the under face of the bottom, so as to leave a space between the cap or cover and the bottom for air to pass through the port d.

The cap or cover E is carried by a stem or 'rod e, having at its opposite end a piston 6,

located and operating in the chamber of a shell or cylinder F, and, as shown, a spring e serves to hold the piston down to withdraw the cap or cover from contact with the under face of the bottom of .the cylinder. This spring 6 is located between the piston e and a disk a around the stem (2 of the piston in the cylinder F. A pipe f from the storage tank or reservoir for the compressed air or fluid pressure leads into the chamber of the shell or cylinder F below the piston e to supply compressed air under a pressure sufficient to raise the piston against the resistance of the spring 6 and force the cap or coverE to its seat around the port or opening d, closing the port or opening (Z again st further admission of air into the chamber of the pump-cylinder. This action of the compressed air on the piston Q will occur when the pressure in the storage tank or reservoir has reached the limit desired, and with the port or opening (Z closed against the admission of air ,the piston C will be held at the limit of its downstroke by the excess of pressure on the upper surface, the spring only having a sufficienttension to return the piston 0 when air is free to enter the chamber-D below the piston, equalizing the pressure on each side of the piston.

A storage tank or cylinder is suitablylocated in proximity to the compression-pump, and this tank or reservoir is of sufficient capacity to contain the amount of air required for operating the gate. The air compressed j to the atmosphere.

in the pump is forced into the storage tank or reservoir through a pipe 9, leading from the chamber of the pump and communicating with the interior of the tank or reservoir, and, as shown, the piston on its under face at the periphery and the upper face-of the bottom of the cylinder D are both cut away to form openings (1 furnishing communication with the chamber D and the pipe g, leading to the tank or reservoir. The pipe g at its inner end has therein apartition g, in which is aport g controlled by aball-valve g held in place by a threaded stem 9 and forming a checkvalve, which opens to admit pressure to the tank or reservoir and closes against the passage of the pressure from the tank or reservoir back to the pump. A pipe H leads from the storage tank or reservoir in the direction of the location of the gate, and this pipe is in communication with a discharging-head I, which, as shown, is substantially in the shape of a square, having side pipes 2' connected by elbows with a T-coupling on one end for the attachment of the pipe H and a T-coupling on the opposite end for the attachment of a pipe h, leading to the cylinder which operates the gate.

The side pipes i of the discharge hcad I each have therein a valve j, and the stem of one valve has thereon a wheel J, and the stem of the other valve has thereon a wheel J, and the plug of the valve operated by the wheel J has therein a passage j, extending transversely of the valve, and a passage 7 opening laterally from the passagej, while the valve of the wheel J has therein only a transverse passage 7', as shown in Fig. 9. The valve operated by the wheel J has connected thereto one end of a valve-stem J the other end of which enters a tube j having therein a port 3*, by which arrangement the compressed air for either valve can be vented through the port j, such port being closed against venting of compressed air with the parts as in Fig. 9, in which the valve for the wheel J is open for discharging compressed air from the tank or reservoir through the discharge-head and the pipe h to the cylinder for operating the gate. When the valve of the wheel J is closed, the rod J is drawn back sufficiently to cause the end thereof to pass and open the portj and allow compressed air to vent through the valve of the wheel J. When the valve of the wheel J is open to discharge compressed air, the valve of the wheel J is closed, and with the turning of the valve of the wheel J into the position shown in Fig. 9 compressed air is vented through the port It will be understood that with the vent-port 7' open both valves j are closed against discharge of compressed air through the head from the storage tank or reservoir. The pipe it leads from the pres.- sure-discharge head 1 into the end of a cylinder K, and the amount of pressure admitted to the cylinder K is controlled by a regulating-valve 7c in the pipe 76 for the admitted pressure to operate a piston in the cylinder K more or less rapid, as desired.

The gate L can be of any of the usual and well-known forms, and, as shown, the base end of the gate has a weight or weights Z, by means of which the gate will be raised or elevated when the pressure by which it is lowered is removed. The gate L is attached to a shaft L, supported in a housing or standard L and this shaft at one end has thereon a pinion Z, in mesh with which is a rack 70 on a stem K, connected with the piston in the cylinder K, so that with the admission of pressure to the cylinder the stem will be forced outward for the rack to turn the pinion and carry down the gate, and with the removal or release of the pressure from the cylinder the weights will act and raise the gate. The pressure is supplied to the cylinder K for lowering the gates by opening one or the other of the valves 7', and with the closing of the valve j the vent-port j is open, allowing pressure to flow back from the cylinder K and out at the vent-opening, relieving the pressure in the cylinderK for the weights on the gate to raise the gate.

The controlling valve j of the dischargehead Iis opened with the passage of the train, and such opening is attained by a trip arm M, located adjacent to the track -rail and projecting above the tread of the rail, as shown in Fig. 5. This trip-arm at its lower end on one side has a nose or projection 'm, forming a stop, and the lower end of the triparm is entered in a space between two collars or rings M, forming an open spaced sleeve or socket and having projecting in line with the opening a nose or tongue m, which is engaged by the nose on of the trip-arm, so that with the descent of the arm forwardly the the socket will be turned and with the movement of the trip-arm in the opposite direction no turning of the socket will occur. The trip-arm in order to facilitate the contact of the wheel therewith in carrying the arm down is provided in the arrangement shown with a wheel M the journal or pintle m of which is mounted in the end of the arm, which wheel prevents a too abrupt and sudden contact of the wheels of the engine or train with the trip-arm that might cause disastrous results and enables the train to pass smoothly over the track at the point where the trip arm is located. The socket formed by the joined rings M is attached to a shaft N by set-screwsn, so that the turning of the socket rocks the shaft against the tension of a spring N, one end of which is attached to the shaft and the other end to a tie or other fixed support, which spring serves to return the shaft to normal position after the pressure of the triparm against the socket is relieved, and, as shown, the trip-arm is rearwardly actuated against the force of a spring M consisting of an end bar m engaging the trip-arm, and

side arms on", terminating in coils m with the end of the coils attached or connected with the rings of the socket, which spring M serves to prevent the trip -arm from being thrown back abruptly and also acts to return the arm to its normal position for its end to be contacted bythe wheels of the engine and train. The shaft N has fixed on its outer end a wheel 0 with a grooved periphery, and to the wheel is attached'one end of a cord 0, the other end of which is attached to the wheel on the stem of a valve'j, so that with the rocking of the shaft N the wheel will be rotated sufficiently for the draw on the cord 0 to turn the valvej, with the wheel of which the cord is connected, so as to open the valve and discharge pressure from the head into the cylinder for forcing down the grate. Attached to the wheels J and J are springs 0, which exert a tension in a direction opposite to the tension of the cords 0 and return the wheels to normal position when the tension is released from the cords, thereby closing the valves. It will he understood thata triparm, shaft, and wheel 0 are located on each side of the grate, and the trip-arm is located at a sufficient distance from the crossing for the action thereof to supply pressure to the gate operating cylinder for the pressure to act and lower the gate before the train reaches the crossing, and as the gate is operated from either direction one of the cords ois attached to the wheel J and the other cord 0 is attached to the wheel J, so that no matter which way a train is running the gate will be closed.

Each wheelO is to be held against a too rapid return, which would interfere with the control of the cylinder for actuating the gate, and for this purpose a cylinder P, having central journals p and supported by its journals in standards or uprights p, is located to coact with the wheel and prevent a too sudden return. The cylinder P has one end closed by a cap or cover P, attached to the body of the cylinder by a pivot or hinge p, and this cover is free to open with the outrush of air caused by the sudden advance of the piston of the cylinder and is closed with the cessation of the advance of the piston by a spring 12 bearing against the cover adjacent to the hinge in the arrangement shown.

The piston P of the cylinder has extending out therefrom a piston-rod P which is pivotally connected in the construction shown to an ear p projecting out from the periphery of the wheel 0, so that with the turning of the wheel in the direction to draw on the cord 0 the piston will be advanced in its cylinder P, the cap or cover P opening to permit a free escape of the air, so as not to interfere with the ready turning of the wheel 0 from the action of the trip-arm. The cover or cap P has therein a pipe 19 the passage through which is controlled by a valve 19 and through this pipe air when the cap or cover P is closed can slowly enter back of the piston and allow the same to be returned to its normal position by the action of spring n, returning the wheel to its normal position gradually and without any jar or concussion, thereby releasing the tension from the cord 0 and allowing the spring 0 to act thereon.

The rails R are of the usual construction. and are attached to ties Q in the usual manner, and the pump is connected with the web of the rail by bolts or otherwise, so that any pressure on the rail will not act to affect the relation between the rail and the pump and so that the plunger or head will be engaged by the flange of the wheels of the engine or train and operate the pump no matter what the condition of the track-rail may be.

The operation is as follows: A train running on the track as the wheels pass over the head or plunger B forces the plunger down against the resistance of the spring, which acts to return the plunger, compressing air in the pump and forcing the air under pressure into the storage-tank to furnish the power for causing the gate to descend, and the wheel of the engine striking against the trip-arm M forces the arm downwardly and rocks the shaft N, turning the wheel 0 for the cord 0 to draw against the wheel J with the train moving in the direction from the pump, and with the turning of the wheel J the valve of that wheel is opened, allowing pressure to discharge through the head I and pipe h into the cylinder K for the pressure to act on the piston of the cylinder K and move the stem K for the rack 7c to turn the pinion Z, turning the shaft L and carrying the gate down to its closed position. The trip arm after the train has carried it down to open the release-valve for discharging the pressure from the head I retains the rockshaft turned to keep the discharge-valve open until the train has passed wholly or partly the trip-arm, and with the full passage of the train the piston P which has been advanced in the cylinder P by the turning of the wheel 0, is returned gradually to its normal position, giving a reverse turning or rotation to the wheelO, by which the rockshaft, through the spring N, is returned to normal position and the cord 0 is drawn back, closing the discharge-valvej against the passage of pressure through the discharge-head from the storage tank or reservoir and opening the valve for the pressure to vent from the cylinder K through the vent-holej reducing the pressure in the cylinder K, so that the weights will operate and raise the gate. The train passing the trip-arm on the opposite side of the gate simply turns the arm rearwardly or backwardly without effecting any rotation of the rock-shaft of that arm, and consequently not operating the wheel 0 of the rock-shaft for the cord 0 thereof to turn the wheel J and open the dischargevalve of that wheel.- The passage of the train in the direction toward the pump operates the trip-arm M on the opposite side of the gate for the trip-arm to turn its rockshaft N and throughthe wheel 0 of the shaft and the cord 0 turn the wheel J to open the discharge-valve of the wheel J, allowing pressure to escape from the discharge-head through the pipe h to the cylinder K and opcrate the piston in the cylinder to lower the gate through the rack and pinion, and the continued travel of the train after it passes the crossing turns the trip-arm M adjoining the pump backwardly or rearwardly without operating the rock -shaft of the arm to turn the wheel J and open the discharge-valve of that wheel, and with the operation of the wheel J the wheel 0, which actuates such wheel, is held against a quick return by the cylinder P and its piston, the same as already described for the first operation of lowering the gates.

That I regard as new, and desire to secure by Letters Patent, is-

1. In an automatic railway safety-gate, the combination of a storage pressure tank or reservoir, a compression-pump connected therewith by a Valve-controlled supplypipe and consisting of a cylinder having an inlet-port in its bottom, a valve controlling said port, said valve being normally open but closed by an excess of pressure in the storage-tank, a piston in the cylinder, a slidable head or plunger mounted on the pump-cylinder and directly actuated from the passage of a train over the track and connected with the piston of the pump, and means actuated from the passage of a train over the track for discharging pressure from the storage tank or reservoir for the released pressure to operate a gate-actuatin g mechanism and cause the gate to descend, substantially as described.

2. In an automatic railway safety-gate, the combination of a storage pressure tank or reservoir, a compression-pump connected therewith by a valvecontrolled supply-pipe and consisting of a cylinder having an inlet-port in its bottom, a valve controlling the inletport, said valve being normally open but closed by an excess of pressure in the storage-tank, a piston in the cylinder, a slidable head or plunger mounted on the pump-cylinder and directly actuated from the passage of a train over the track and connected with the piston of the pump, a pressure-discharge head having a valve controlling the passage for the pressure through the head and connected with the storage tank or reservoir, and means actuated from the passage of a train over the track to turn the valve and open the passage in the head to discharge pressure therefrom and have the released pressure operate a gateactuating mechanism and cause the gate to descend, substantially as described.

3. In an automatic railway safety-gate, the combination of a storage pressure tank or reservoir, a compression-pump connected therewith by' a valve-controlled supply-pipe and consisting of a cylinder having an inlet-port in its bottom, a valve controlling the inletport,saidvalvebeingnormallyopenbutclosed by an excess of pressure in the storage-tank, a piston in the cylinder, a slidable head or plunger mounted on the pump-cylinder and directly actuated from the passage of atrain over the track and connected with the piston of the pump, a pressure-discharge head having a valve controlling the passage through the head for discharging pressure and connected with thestorage tank or reservoir, a cord or cable connected at one end with the valve controlling the passage through the discharge-head, means actuated by the passage of a train over the track to draw the cord or cable in a direction to turn the valve and open the passage in the head for discharging pressure therefrom, a power-cylinder connected with the discharge-head,a rack actuated from the power-cylinder, a pinion engaged with the rack, a gate-shaft having the pinion fixed thereto, and a gate carried by the gate-shaft for the advance of the rack to cause the gate to descend, substantially as described.

4:. In an automatic railway safety-gate, the combination of a compression-pump actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing pressure fromthe pump, a pressure-discharging head connected with the storage tank or reservoir and having a valve controlling thedischarge through the head, a wheel on the valve, a trip-arm actuated from the passage of the train over the track, and a connection between the trip-arm and thewheel of the valve, for the descent of the arm to turn the valve-wheel and open the discharge-valve of the head, substantially as described.

5. In an automatic railway safety-gate, the combination of a compression-pump actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving a nd storing pressure fromthe pump, a pressure-discharging head connected with the storage tank or reservoir and having a valve controlling the discharge through the head, a wheel on the valve, a trip-arm actuated from the passage of the train over the track, a rock-shaft actuated by the descent of the trip-arm, a wheel on the rock-shaft, a cord running from the wheel on the rockshaft to the wheel of the discharge-valve for the descent of the trip-arm to open the discharge-valve of the head, substantially as described.

6. In an automatic railway safety-gate, the combination of a compression-pump actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing pressure fromthe pump, a pressLire-discharging head connected with the storage tank or reservoir, and having a valve controlling the discharge through the head, a wheel on the valve, a trip-arm actuated from the passage of the train over the track, a rock-shaft actuated by the descent of the trip-arm, a wheel on the rock-shaft, a cord running from the wheel on the rockshaft to the wheel on the discharge-valve, for the descent of the trip-arm to open the discharge-valve of the head, a cylinder and a piston in the cylinder having its piston-rod connected with the wheel on the rock-shaft for preventing the quick return of the wheel, substantially as described.

7. In an automatic railway safety-gate, the combination of a compression-pump actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing pressure from the pump, a pressure-discharging head connected with the storage tank or reservoir, and having a valve controlling the discharge through the head, a wheel on the valve, a trip-arm actuated from the passage of the train over the track, a rock-shaft actuated by the descent of the trip-arm, a wheel on the rock-shaft, a cord running from the wheel 011 the rock-shaft to the Wheel on the discharge-valve, for the descent of the trip-arm to open the dischargevalve of the head, a cylinder having a swinging head for closing one end thereof, and a piston in the cylinder having its piston-rod connected with the'wheel of the rock-shaft for preventing the quick return of the wheel, substantially as described.

8. In an automatic railway safety-gate, the combination of a compression-pump actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing pressure from the pump, a pressure-discharging head connected with the storage tank or reservoir; and having a valve controlling the discharge through the head, a wheel on the valve, a trip-arm actuated from the passage of the train over the track, a rock-shaft actuated by the descent of the trip-arm, a wheel on the rock-shaft, a cord running over the wheel on the rock-shaft to the wheel on the discharge-valve for the descent of the trip-arm to open the dischargevalve of the head, a cylinder having a swinging head for closing one end thereof, and a valve-controlled pipe opening through the head, substantially as described.

9. In anautomatic railway safety-gate, the combination of a compression-pump actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing pressure from the pump, a pressure-discharging head connected with the storage tank or reservoir, two valves each controlling the discharge through the head, a wheel on each valve, a trip-arm for each wheel actuated from the passage of the train over the track, and a connection between each trip-arm and its valve-Wheel, substantially as described.

10. In an automatic railway safety-gate,the combination of a compression-pump actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing pressure from the pump, a pressure-discharging head connected with the storage tank or reservoir, two valves each controlling the discharge through the head,

a wheel on each valve, a trip-arm for each wheel actuated from. the passage of the train over the track, a rock-shaft for each trip-arm actuated by the downward throw of the arm, a Wheel on each rock-shaft, and a cord for each rock-shaft wheel connecting the wheel witha wheel of a discharging-valve, substantially as described.

11. In an automatic railway safety-gate, the combination of abase or bed plate having end standards or uprights, means for securing the standards or uprights directly to a rail, a slidable head movable between the standards or uprights and having an acting face for e11- gagement by the wheel of the engine and train passing over the track, a piston connected with the sliding head, a piston-cylinder in which the piston operates, located below the rail to which the uprights are secured, a port in the bottom of the cylinder controlled by a free disk valve, a discharge-pipe leading from the cylinder, and a storage tank or reservoir into which the pipe leads, substantially as described.

12. In an automatic railway safety-gate, the combination of a base or bed plate having end standards or uprights, a slidable head movable between the standards or uprights and having an acting face for engagement by the wheel of the engine and train passing over the track, a piston connected with the sliding head, a piston-cylinder in which the piston operates, a port in the bottom of the cylinder controlled by a free disk valve, a cap or cover for the port, a stem carrying the cap, a piston on the stem, and a cylinder in which the piston operates and connected with a storage tank or reservoir, substantially as described.

13. I11 an automatic railway safety-gate, the

combination of a head for discharging pressure, a valve controllingthe discharge of pressure from the head, a cord or cable connected with the valve, a trip-arm actuated from the passage of the train over the track, a rockshaft actuated by the descent of the trip-arm and awheel on the rock-shaft having the cord or cable attached thereto for the descent of the trip-arm to turn the Wheel and draw on the cord. or cable to open the valve, substantially as described.

14. In an automatic railway safety-gate, the combination of a storage tank or cylinder 'for fluid-pressure, a pressure-discharging head connected with the storage tank or reservoir and having a valve controlling the discharge through the head, a wheel on the valve, a triparm actuated from the passage of the train over the track, a rock-shaft actuated by the descent of the trip-arm, and a connection be tween the rock-shaft and the valve-wheel for opening the valve with the descent of the trip arm, substantially as described.

15. In an automatic railway safetygate, the combination of a storage tank or cylinder for fluid-pressure, a pressure-discharging head connected with the storage tank or reservoir and having a valve controlling the discharge through the head, a wheel on the valve, a triparm actuated from the passage of the train over the track, a rock-shaft actuated by the descent of the trip-arm, a wheel on the rockshaft, and a cord running from the wheel 011 the rock-shaft to the wheel of the dischargevalve for opening the valve with the descent of the trip-arm, substantially as described.

HENRY E. BARTLETT. Witnesses:

THoMAs A. BANNING, OSCAR W. BOND. 

